Automatic safety-signal system.



M. WEIL. 4 AUTOMATIC SAFETY SIGNAL SYSTEM.

APPLICATION FILED MAY 23. 1913- mww.

Patented Nov. 27,1917.

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l1 m W i M WEIL AUTOMATIC SAFETY SIGNAL SYSIEM. W APPLICATION FILEDMAY23, 1913- v A 1 %?fil 5. Patented Nov. 2?, 1917.,

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M. WEIL. AUTOMATIC SAFETY SIGNAL SYSTEM.

APPLICATION FILED MAY 23I 1913.

htented Nov.

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MAXIMILIAN WEIL, OF NEW YORK, Y., ASSIGNOR 'I'O SAFETY RAILWAY CONTROLCOMPANY, INC., TRUSTEE, A CGBEORATION 915 NEW YORK,

automat c sarnrasreivar. sYsTEM.

eaner-s;

To all whom it may concern: Be it known that LMAXIMILIAN VVEIL,a'citizen of the United States, residing at New York city,'in the countyof New York and State of New York, have inventedcertain new and usefulImprovements in Automatic Safety-Signal System, of which the followingis a full, clear, and exact specification.

The object of this invention is to provide a simple means forautomatically controlling or signaling trains, as at curves, crossovers,etc, which may be controlled by the automatic block signal system, orothersystems at present used. The invention is preferably'carried out byinsulating the locomotive from the tender, or from the remainder of thetrain,'in combination with the insulated track joints now commonly usedin connection with automatic block signal systems. A source ofelectrical energy is carried by the locomotive, and suitable devices areplaced in series with this source of energy on a normally closed circuitso arranged that the running rails will form a part of same. As long asthe circuit remains closed and undisturbed the control of the train isentirely in the hands of the engineer, but a disturbance inthe closedcircuit including the rails causes the control of the'train to be takenout of the engineers hands, or a signal effected. A break in the closedcircuit on the locomotive takes place when the locomotive passes overthe insulated joints on'the track. In case the track ahead is clear, asuitablepath is provided for thelocomotive current around the insulatedjoint, as by means of an ordinary track signaling relay. l

Since it takes at least one-fifth of a sec 0nd to cause the operation-ofa well de. signed magnet, and since atrain going 60 miles per hour wouldtravel 10 feet in about onetenth or a second, themomentary rupturing ofa controlling circuit as the train passes over insulated joints at adanger or signal point would not suffice to effect cer tain operation ofeven the best designed clcctrorcsponsive devices, because such devicescannot instantaneouslyoperate, but al- .ways lag. This isbecause ofhysteresis, that is the flux will not instantly follow the magnetizingcurrent, 'and hence there wlll still be a magnetic flux when the currentis zero.

Specification of Letters Patent.

Patented Nov... EWJWTX.

Application filed May 23, 191-3. Serial No. 769,410.

- In order to cause a magnet to instantaneously operate, a negativemagnetlzmg force must be applied, that is, the current must beinstantaneously reversed,

According to my invention, I havedevised means for instantaneouslyreversing the current in a magnet or relay, and thereby causing it to beso quickly denergized that it will be responsive even to a momentaryinterruption of the current. It thus becomes anplicable for very highspeed work, especially in railway signaling or automatic train controlin combination with present signaling or control systems. Moreespecially, the invention comprises means for connecting a-l-elay ormagnet with a single source of energy and an externally controlled.circuit including the track rails, whereby the magnet will remainenergized for certain conditions, andfor others will be reverselymagnetized and thereby caused to stop the tram or actuate a signal.

In the preferred form of the invention shown herein, the train circuitscomprise three legs of a lVhe-atstone bridge, with a source of currentconnected across the opposite ends, the relay or magnet across themiddle, the fourth leg being constituted by the track rails andseparated wheels. The respective resistances of these circuits are soproportioned that the interposition of an insulated track joint betweenthe separated wheels effects reversal of the current through the magnetwith instant'repulsion of its armature, thereby effecting the signal.The invention lends itself especially for use in track signaling systemswherein a track relay opens thecircuit around the insulated joints atnormal danger position, thus causi'ng instant operation of the traindevice when the first wheel opens the fourth arm circuit at a trackjoint. By this invention, the device operates by travel in either direction without the use of reversing switches and with the'same source ofcurrent.

' In the accomj ianying drawings,

Figure lie a diagram of the train appatus, designed for stopping thetrain;

Fig. 2 is a simplified diagram;

Fig. 8 is a modification with an improved safety arrangement;

Fig. 4 shows the invention arranged to utilize a single source for boththe operating Fig. .5 is a diagram of the :track circuits;

Fig.6 is a diagram of the track circuits for electric railways; andFig.7 is'a. modification of Fig. 1, wherein a different method ofinsulating the-sepa-v rated Wheels is employed.

In Figs. 1 and 2, like symbols represent like parts. Instead of havingthe bridge arms A, :B and C idle,the arms-A and B form the windings ofmagnet 3V and are 7 so Wound that their magnetic fluxesvvill aid The arm0 comprises a relay 7 each other. to guard against an open circuit inthe arm ,G, .the battery J being placed in series With the armature 35of relay C, so that if anything should break in the circuitin any of thearms, 'it vill result in the application of the brakes. The detectorrelay D is provided with two armatures (see Fig. 1-) andjisconnectedacross E and F and is supplied avith power through its own contact 36,so that if the armature I should drop, the detector relay 1) will haveto. be reenergized by hand before it will. agaii'i draw up its armatureI. The relay D has also .an armature .37, which is actuatedtogetherivitharmature I and the armature 3.7 is in series with thebattery J, so that if relay D is actuated, battery J .will be open,circuited, thus dc nergizing everything in the circuit. The restorationof the armatures I andBT of the detector relay D may be accomplished byproviding the normally open circuit switch 17, theudepression of whichWillconnect the .contactor 38 With contact plate 39, and the cont-actorL0 with contact plate 41. The contactor .38 and the contact plate 39Will bridge the contact point36 andarinature I of the detector relay D,:whereas the contact 40 and contact plate 41 will bridge the opencircuit in the main line of the battery J. The switch 17 can of coursebe located any place outside the locomotive, if desired, so [thatafterthe detector relay .D has once been operated, the engineer would have todismount to replace everything to normal position. A suitablespeedometer 16 may be'provided and placed in series \viththe .contactor40 and contact plate d1 and so ,arrangedjthat the contact points 42 andd3 will close only ata predetermined speed, such as 20 01-25 milesan:hour nsthe case may be, so that if the switch 117 ;be ,located in thelocomotive cab, and the detector relay D has been operated, even though.the engineer might press down the switch 17 torestorel'everythingv tonormal position, he will not be able to do so until. the speed of thetrain has reached a certain predetermined low speed. Suchan arrangementhas many advantages and further serves as a speed controlaround curves,cross-overs, etc. The operation of one form of mechanism for venting thetrain line 2 is as followszllhe' cylinderfi is suppilied withair fromthe reservoir 4,

through the pipe 5, then through the opening 13, then through pipe 6.The piston 10 havingmuch greater area than the piston l1,w'ill forcepiston 11 to theright notwithstanding that pipe 7 supplies air from thetrain line 2in' opposition to the air pressing on piston 10. If themagnet W, is deenergized, valve 17 will close and valve seat 15 Wlllopen, shutting oil the air from reser- ,iizilli'orce vthe.,piston 10back into the cylin- .der, thus exhausting the train line throughexhaust 9. As;soon, hou e,ver, as the magnet NV reenergi-zed, it will,be seen that everything will be restored to normal posi tion.- 7

In. Fig. 3,- a .ployedttor operating magnet W,[the arm 13 in'this casecomprising a relay whose armature is in series with battery; J.armatures Siiand 37, sothat the opening of the circuit at any pointcauses lVto be deenergized and the brake applied, for other signallto hemade,- Willi-3Y6 it. is not desired to stop the train.

. In Fig. i, a-single sourced is used, as in Figs. -1 .an d'2,ibut thearms :of the bridge are not employed to constitute the windings ofoperating magnet WV, V Asstated above,:n0 additional apparatus is:requiredupon theiroadhed and the clearing and setting =todanger by.thelinsulated joints and track relays which are now used in connectionwith automatic block signals .Will .bedmderstood sbyreferrin to Fig. .5.The :j'oints aiow used ivith the signals and the batteries, 22 and 23are also batteries that supply power :toithe track relays 26. In ordertofiprov-ide :a path :forthe current of the control system on iilllQlocomotive as it passes over the joints .6? and 68, in case theltrack.zihead is olear, the Wires and s ,paratesource: J is 5cm- 61 areprovided and are short-circuited by V the track relay 26 :in :block Zthrough the The object of connecting 1 Wires 64 and 65.

the Wires 60..and 621::diagonally: across the joints is to provideaneanstfor detecting the failure "ori-ibreaksdownof the'rinsulation ofeither joint-'67 or 68. 11; Will be seen that while the relay 26 inblock; Z short-circuits th mvires 6.0 andi61, should theiinsulationofjoint -67 breakdown, the :WllGS and 161 will place the track ibattery22-1011 a shortcircuit, which Will act the same as though there were :atrain ,invthe block X, thus puttingithe track relay of block X- todanger,

as ell was the automatic.control-system' Again, should the insulation ofjoint 68 break down the battery23 .of the block Y he placed on ashort-ci li i hi Will deenergize its relay 26, causing everything in theblock X togo todanger. Should the insulation of both the joints 67 and68 breakdown, both of the batteries 22 and 23 would be short-circuitedagain fplacing everything in blocks X and Y to danger. The relay 69 isplaced across the Wires 60 and 61 and isof high'resistance. This re layis normally deenergized, and its armature is in serieswith the trackrelay 26, so

that should a small leakage take'place across the joint 67 or 68, whilethe wires 60 and 61 arenot short-clrcuited by the armature of the trackrelay 26 in the block ahead, the leakage current across the insulatedjoints 67 and 68 Will draw up thearmature of relay 69, thusopen-circuiting track relay 26 and setting everything to danger in theblock behind. It Will be seen, however, that the relay 69 is notessential and that the short pieces of wire 60 and61 Will be sufli--cient to bring about the desired results.

In Fig. 6, is shown an adaptation of the invention for electricrailroads using one or bothrails for both propulsion and signalingcurrents. Either an auxiliary wheel insulated from the other wheels, orone truck insulated from the others will be used, because the reactancebonds used for the signaling currents short-circuit the insulated jointsat all times. A shortsectionQ; of insulated rail is provided at each.block,the length being less than the distance between the insulatedWheels. As the Wheel passes over this short section Q, it will becomeisolated, and open the fourth arm of the bridge,

as before described. One auxiliary Wheel will be sufficient, ifinsulated from the other wheels, in connection with a rail section Q,but where the truck is insulated fromthe otherwheels, a second section Lwill be provided in the other rail. Jumpers 7 O carry the propulsion andsignaling currents around the sections Q, and L. Wires 71,72, lead fromQ, and the jumper 70 of the other rail, and are connected to armature 73and contact 7 4: of alternating current relay 75, which short-circuits71, 7 2, in case theblock ahead is clear, and opens 7 3, 74,when theblock is occupied. In case of failure of the insula tion of joints ofrail sectionQ,the w1res71,

72, will shortecircuit'reaetance bond 76, thus 78, connectedrespectively to the rail containing section Q, and section L, and tocontact 7 9'and armature 80 of relay per forms a similar functionfor-the insulation of section L. v

It will be seen that the system is extremely simple-and requires nothingmore than two simple magnets on thelocomotive, and the insulation of thelocomotive from the tender. Since a locomotive does not requireautomatic control when going alone, the insulines. Whenever it isuncoupled from any car or train of cars, the valve y must be closed. Itis this opening and closing of the valve 3 which I make use of insimplifying the insulation of the two bodies. The point F of thelVheatstone bridge is brought to the contact plate It, and also to thecoupler T of the locomotive, which is insulated at V as shown. The pointG of the bridge is brought to a contact plate R in front of thelocomotive and thence grounded through the valve and wheels. The valvehandle of valve 1 carries a contactor S, which engages the contact plateB, when the valve is closed and disengages it when the valve 7 isopened, so that if the train is coupled to the locomotive as shown inFig. 7, the valve y will be opened, thus disengag ing the contactor Sfrom the contact plate It and causing the points F of the l/Vheatstonebridge to be connected to the coupler X of the car. If there be no carsconnected to the front coupler of the locomotive, the valve 1 will ofcourse be closed in which case the cont-actor S will engage the contactplate R, thus grounding the point G to the locomotive frame. In thisway, the current will flow through the locomotive and tender wheels,then through the running rails, then through the car, rails, andcoupler, and back to the point F of the bridge through the rear couplerT of the tender. As soon as the locomotive is uncoupled from the car,"the valve y must be closed, thus grounding the contact plate R to thelocomotive frame automatically. At this time both points F and G of thebridge will be grounded to the locomotive frame, at which timetheautomatic control system will be ineffective. It will be seen thatshould a car be coupled either to the front or the rear end of thelocomotive, or for that matter to both ends, the automatic controlsystem will be cut in automatically, inasmuch as valves y and 3 willhave to be closed or opened as the case may be, thus grounding orungrounding the contact plates R or R as the case may be.

To test the couplerinsulation, the point E of the bridge is connected toa contact plate 81 at one end, and 82 at the other end. 83 is aninsulated contact carried by the valve handle. As shown, the rearcoupler T isnow connected to the point F of the bridge, whereas thefront coupler T is connected to the point E, and the point G of thebridge is grounded. to the locomotive the car, the air valve must beclosed, thus 7 would have to pass through the zero line at \Vhen theconnecting the point F to the locomotive frame, and the point E to therear coupler of the tender placing the insulation V under a continuoustest. In this way the insulation of both the front and rear couplerswill always be under test before it is coupled to anycar. V

The detector relay in the several forms is placed across the points E Fof coils A B C arranged on the principle of the Theatstone bridge andsupplied with current by the single battery J. The fourth arm of thebridge is made up of the tender and locomotive wheels and the runningrails. Non mally the fourth arm of the bridge, as was stated above, ismade up ottho running rails and the locomotive wheels forming a.transient current circuit of negligibly low resistance until thelocomotive has reached the insulated oints K, which joints in case ofthe track ahead being occupiedturn the fourth arm of the bridge,normally of negligibly low resistance, into a very high resistance arm.If the resistance of this fourth arm changes from a negligibly low valueto a. high value, the current through the relay 1) will be reversed.lVithoutgoing into a mathematical analysis to show that the currentthrough relay D will reverse when the fourth arm of the bridge is madeto have a high resistance, it can readily be understood by rememberingthat normally the fourth arm is of so low a resistance that it may beassumed to be m'Z as compared with the resistance of the other arms ofthe bridge. Therefore the points G and F may be considered as beingconnected together, in which case there will be two circuits connectedin the other circuit is made up of coils A, D- and C, D and C being'inmultiple, Ifthe circuit through the rails is now opened the currentcannot go through the fourth arm.

and will therefore take a path through the coil C, then through D in areverse direction and back to the battery through coil B. Theresistances A, B and C are so adjusted as to give the desired value of areverse current which will supply the desired demagnetizing force. It isbest to adjust the re sistance so that the negative. magnetizing forcewill be greater than theoretically necessary for the hysteresis curve inthat case the time the armature operates. current through relay Dreverses, neutralizing the stored magnetic energy of relay D,

the two bodies, (separated-wheels) means is provided for detectinganyfailure of such it willnot only release the armatu'rel and subject it tothe force .of gravitation-or of a spring (if a spring beused), .but-itwill also setup a force of repulsion which will tend to kick off'armature 1, thus causing the operation of same to take placeinstantaneouslyq- Since the operation of the system depends uponlheintegrity of. th'einsulation between insulation. In case ofthelocomotive being insulated from the tender, the locomotive coupler Mis insulated from the remainder of the locomotiveas shown at Grand thetender coupler N is insulated from the remainder of the tender as shownat P. This leaves the section 0 P-electrically insulated from theremainderoof the locomotive and tender and is made vuse of as agrounddetector. Byconnecting same to the-point E by the wire 87 it will beseenthat while this wireconnects the section:;(), P with the point E,should the insulation'either at O or at P break down, the wire 87 willshort-circuit the relay D, thus deenergiz'ingit, causing the operationof magnet W or. any other signal device that may be placed thereto beoperated by the relay D.1 v g It will be seen that there is no apparatusof any kind required on the roadbed or in connection with the signals,and that. the whole system is mounted onthe locomotive. It will also beseen that'the system is extremely simple consisting merely of two magnetcoils D and W, and that it does not make any difference in whatdirection the locomotive is running, that is to say, whether the boilergoes first, or the tender goes first. It will be further seen that a 9riation in the E. M. F. of the source Jwi'll not affect the operation ofthe system in the least, since oneand the same E. M. F. is made tosupply a normal running-magnetia ing-force as well-as a negativeo-r-d'e-magnet- 1 i-zing force. e .v

iFrom the foregoing description, it will beseen that the" inventioncomprises'broa dly an eleetroresponsive device, such as amag net or"relay, which will be instantaneously deenergized upon even I amomentary in; terruption of its controllingcircuit, by a novelapplication of the:v Wheatstone, bridge principle, wherein the fourtharm of the bridge is connected, for'si'gnaling or train 129 control"purposes as herein described-,; withan externally controlled trackcircuit; While I have described a preferred embodiment of the inventionin combination with means for automaticallystopping atrain, theinvention is not so restricted, as it-is fully within the: scope of'myinvention to cause the detector magnet D? to operate a signal of anydesiredcharacter,or to cause such detector magnet to control any device139 which maybe desired. It is also to. be understood thattheVVheatstone bridge circuits and the detector magnet are not in allcases tobe carried on a moving vehicle but can be placed whereveraninstantaneously opening relay is desired for signaling or controlpurposes. t

' Various modifications and changes may be made within the scope of the.appended claims without departing from the spirit of the invention. r

Having thus described my invention,.I

declare that what I claim as new and desire to secure by Letters Patent,is z- I 1. The combination in a railway system with an electroresponsivedevice and a source of current, of means controlled by the coin ditionof the track for reversing. the current. thereinfrom' said source toeflect operation of said device, said means comprising connectionsarranged in the, form of a lVheatstone bridg r H 2. The combination in arailway system with an electroresponsive device'and means iorenergizmgit to indicate a normal safety. condition, of means controlled from ,adistance including the track rail and a traveling contact forefi'ectinga. reversal of the current to said device without opening the circuitfrom said energizing means to effect a danger indication. i

3. The combination in a railway system with an electroresponsive deviceand means for energizing it to indicate a normal safety condition, ofmeans including the track rail controlled from a distance for efl'ectinga reversal of the current to said device by varying the resistance ofthe track portion of the energizing circuit without opening the circuit.

4. The combination in a railway system with an electroresponsive device,and a sig nal controlled thereby, of means for energizing said device toefiect' one indication of said signal, said device being comiectedacross the arms of a Wheatstone bridge, and means for varying theresistance of the track rail comprised in one of the arms of said bridgeto reverse the current through said device and effect another indicationof said signal.

arm. to eiiect reversal ofcurrent through said device.

on the vehicle and contacting with the track rail, wherebyvariationofresistance c1 said latter arm reverses the current through said deviceand effects operation thereof, and a track circuit and controllertherein for varying the resistance of the circuit including the track. ei

8. The combination with a vehicle carry l ing an electroresponsivedevice, of means for energizing said device, including the arms of aWheatstone bridge, one of said arms including separated travelingcontacts on the vehicle and contacting with the track rail, wherebyvariation of resistance of said latter arm reverses the current throughsaid device and effects operation thereof, and means external tothevehicle for varying the resistance of said track rail circuit.

9. The combination with a vehicle carrying an electroresponsive device,of means for energizing said device,lincluding the arms of a VVheatstonebridge, one of said arms in cluding separated insulated travelingcontacts on the vehicle and contactingwith a stationary conductor,whereby variation of resistance'of said latter arm reverses the currentthrough. said device and effects operation thereof, and meansautomatically detecting a ground between said separated travelingcontacts.

10. The combination with a vehicle carrying an electroresponsive device,of means for energizing said device, including means for reversing thecurrent to effect operation thereof, said means including in partseparated insulated wheels and the running rail, and means for actuatingsaid device upon opening the rail circuit, distant signal controlledmeans for controlling said rail circuit, and means for actuating saiddevice upon connection between said separated wheels.

11. The combination with a. train comprising a plurality of cars,coupling means, one or which is insulated, a fluid pressure line forsaid cars, coupling means therefor, and means on each car forcontrolling its fluid pressure line, of an elec'troresponsive device onone of said cars, means for ener gizing it, including means connected tothe other car and the track rail for reversing the current to effectoperation thereof, said current reversing means being controlled by thecoupling of the cars and of the fluid pressure lines.

12. The combination with a train comprising a plurality of cars,coupling means, one of which is insulated, a fluid pressure gizing' it,including means connected to the track rail for reversing the current toefliect operation thereof, said current reversing means being controlledby the coupling of thecars andof the fluid pressure lines, and

being inefiective when the cars are nncoupled: I

13: The -combination with atrain comprising a plnralityof cars, couplingmeans, one of which is insulated, a fluid pressure line for said ars,-coupling means therefor, and mea ns'on each car for controllingit'sfluid pressure line, of an electroresponsive device onone ofsaidcars, means-lonelier" giZi-ng it, including means a passingthroughthe track rail for reversing the current to eifeet operationthereof; said currentreversingmeansbeingrendered effective when the carsare coupled and the fluid pressure lines connectedand ineffective whenthecircuit between said carsthrough the rail is interrupted, and meanscontrolling the track portion ofthe circuit. I t

'14. The combination with a vehicle carrying an electrorespo-nsivedevice and means for energizing it, of connections. includingresistancecur rent reversing means for ef fecting operation of saiddevice, said re- Contact this patentmag be-obtagned for sistance meansbeing inpart the'track rail; and means for effectlng operatlon ofsaiddevlceupon breaking down of said external track resistance.

- 15LThe combination With a vehicle carry 7 ing an electroresponsivedeviceand means 101' energizing 1t, of connectionslncluding resistancecurrent reversing means for ef fecting operation of'said device; saidresist an'ce means comprising an insulated'track j oint ,locatedexternally of the VBh'lQlB', traveling contacts carried-by the vehicleand means fo-reficcting operation oif'said device upon breaking down ofsaid traclr joint:

16. The com-blnation with a vehicle" carrylng an: Gl'GClZLOIfGSPO'IlSlVGdevice and means resistance currentfreversing-inea-ns for effectlngope-ratlon of sa1d'dev1cejsa1dresistance means comprisinganinsulatedtrack joint located" externally of the vehicle, traveling contactscarried-by' the vehicleand means for efiectin-g operation of said deviceupon breakingdown of said tra-ckijoint, and

signaling" relay controllingaa circuit around saidt-rackf joint: 7

Intestimony WnereotI a-ifiztinysignature;

five cents each, by addressing the -commissionerofiPatcnt-na Washington,D. 0:? j

